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(No Model.) 2 Sheets-Sheet 2. D. S. MoELROY. TRAIN SIGNAL Patented Dec. 17,1889.

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UNITED STATES PATENT OEEICE.

DANIEL S. MOELROY, OF NEW YORK, N. Y.

TRAIN-SIGNAL.

' SPECIFICATION forming part of `Letters Patent No. 417,438, dated December 17, 1889.

i Application tiled May 16, 1889. Serial No. 310,981. (No model.)

To all whom it may concern:

Be it known that I, DANIEL S. McELRoY, of the city, county, and State of New York, have invented a new and Improved Train-Signal, of which the following is a specification, reference being had to the annexed drawings, forming a part thereof, in which- Figure l is a side elevation of apassengercar to which my improvement has been applied. Fig. 2 is a side elevation of a freightcar having my improvement attached; and Fig. 3 is a rear elevation of a locomotive,

Vshowing the alarm mechanism used in my improved train-signal.

Similar letters ot' reference indicate corresponding parts in all the views.

The object of my invention is to provide a simple and effective electric railway-train signal adapted to be used upon passenger or freight trains, to enable the trainmen or passengers to signal the engineer, and to cause an automatic signal in case of a separation of the train.

My invention consists in the combination, with the cars, of electric conductors and keys, whereby the circuit extending through the train may be opened, and in the combination, with the' circuit-wires, of ground-wires running to the axle-boxes and provided with a switch, whereby the train -circuit may be grounded in any car, all as will be hereinafter more fully described.

When the apparatus is adapted to a passenger-train, each car A is provided with an electric conductor B, extending from the automatic coupler C at the front end of the car to the coupler C at the rear end of the car, and in the said conductor are inserted keys D D', which are normally closed. With the front and rear axle-boxes of thecar are connected the ground-wires a a, each of which is provided with a switch b, capable of forming acontact with the point c, connected electrically with the conductor B, extending through the car outside of the keys D D. In this case the electrical connections between the cars of the train are effected automatically bythe carcouplings C C.

` In the case of a freight-train the conductor B is attached at the ends of the cars to connecting-plates d d', and in the said conductor B', near one end of the car, is inserted a key D2, which is normally closed. The ground-` wire a2 is connected with one of the axleboxes and with the pivot of the switch b, the said switch being capable of forming a contact with the point c', which is electrically connected with the conductor B outside of the key D2. The connecting-plates d d at the ends of the cars are provided with holes for receiving the plugs e e', the said plugs being connected by a flexible electrical conductor f.

The apparatus on the locomotive is the same for both freight and passenger trains.

The locomotive E is provided with twobatteries F G, a relay H, and an electric alarmbell I. One pole of the battery F is in communication with the couplings O C and intermediate connections, or, in the case of a freight-train, with the connecting-plates d d and intermediate connections. The other pole of the battery` F is connected with one terminal of the relay H, the remaining terminal of the relay H being connected by the Wire als with one of the journal-boxes of the locomo-l tive. The armature-lever g of the relay His connected with one pole of the battery G, the remaining pole of the said battery being connected with one of the binding-posts of the alarm-bell I, and the other binding-post of the said alarm-bell is connected electrically with the back contact h of the relay H. So long as the circuit of the battery F is complete from the track-rail through the locomotive-wheel and journal-box, through the relay l-I, the train-connections, and the rear switch b, through the ground-wire a back to the railway-track, the armature-lever g is held away from the contact-point h in opposition to the pull of the retractile spring but when the` train separates, thus breaking the circuit of the battery F, or when the circuit is broken by depressing one of the keys D D', the armature-lever g is released, when the spring i brings it intocontact with the point h, thus completing the circuit of the battery G and causing an alarm to be given by the bell I.

In the case of a freight-train the action is precisely the same, the separation oi' the cars or` the depression of the key D2 breaking the circuit.

IOO

Having thus described my invention, I claim as new and desire to secure by Letters Patentl. The combination, with the car A, of an electric conductor B, extending through the entire length of the car and provided with signaling-keys D D', grou n dingswitcl1es b, arranged at opposite ends of the car, and conductors a a', the plates d d', plugs e e', and liexible conductors f for completing the circuit between the cars, and an electric alarm carried by the locomotive, the electrical connections being arranged so that they may be grounded at either end ot' the car, substantially as speciied.

2. The combination, with the car A, of an 

